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About harveyb258

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    Madder than a box of frogs

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    West Yorkshire

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  1. harveyb258

    MFH - 1:20 Eagle T1G 1968

    Such lovely, clean and meticulous work!! I'm looking forward to future updates on this beautiful car! Keep up the good work, Sam. Cheers, H
  2. harveyb258

    Fiat 806gp full-scratchbuild 1:12

    Hi chaps! Slightly later than anticipated (due to computer tantrums lol), I bring you a short pictorial birth of the gearbox..... Still quite a way to go, yet, but it's firm foundation for continuation in the morning!! With that, I bid you all a goodnight. Cheers, H
  3. Lovely work as always, dear Olivier! Keep it up matey!! I may have to try some of that C1 powder, it looks "the business"! Cheers, H
  4. harveyb258

    Fiat 806gp full-scratchbuild 1:12

    Many thanks, kind Sir!! Cheers, H I have made a start on the gear-box, btw, so should have an update later this afternoon.
  5. harveyb258

    Fiat 806: research and scratchbuilds

    Excellent CAD work, Stephen! I really like your solution for the engine mount, it looks very plausible to me. I may just have to "borrow" that idea for mine! Love those magnetos, too! One point, though....I think your magneto shelf is way too wide. I reckon it should only be wide enough to carry the mags, tbh. Keep up the good work! Cheers, H
  6. harveyb258

    Fiat 806gp full-scratchbuild 1:12

    Thank you for your kind words, Roy. She is a pleasure to build and share! Cheers, H
  7. harveyb258

    Fiat 806gp full-scratchbuild 1:12

    Many thanks chaps! All they need, now, for that final touch of authenticity is lashings of asbestos tape...especially close to the red-hot engine. Surgical tape cut into 2mm strips will be perfect for this; especially after some oily weathering! Cheers, H
  8. harveyb258

    Fiat 806gp full-scratchbuild 1:12

    Good afternoon chaps. After much faffing about, I finally have an update to share with you all. Firstly, the hanging pipe- I made this from 1,5mm steel rod and the plug from brass. I would assume this is the cold feed, as it is hanging in the wind, for that final blast of cooling air on it's journey to the engine. The bit in the middle, as per our photo 10, I interpret to be a drain-plug (it would make sense, being at the lowest point of the oil circuit). Over to the other side- - and we have the return and it's breather pipe. Some very old rubber tubing, found behind the junk drawer, took care of the hose material ( much more flexible than shrink tubing, too, allowing you to achieve a very natural drape). A pair of ali brackets and M0,6mm bolts keeps everything in it's place. The hose with the banjo bolt is the expansion line to the header and feeds to the bottom...... ...as seen above on the left. To the right is my return, which would probably be activated by the lever atop the tank. Over on the opposite chassis leg, we have an oil filter- -and from the left: engine out, breather, then return to tank. All brass fittings are turned by hand. It can be mounted above, on the engine bracket, if there's any interference with the pedal-box. Now, a few more pics- Obviously, none of the above can in any way be stated as fact, but for me, it's just a simple and logical routing of the pipework. So, unless any HARD proof otherwise is suddenly presented to us, it's staying the way it is!! I hope you enjoy and thanks for watching, chaps. Cheers, H
  9. harveyb258

    Fiat 806: research and scratchbuilds

    May I bring your attention to post 2071 on p83, down at the bottom...? http://imageshack.com/a/img923/8434/KBmGXK.png
  10. harveyb258

    Fiat 806: research and scratchbuilds

    Great observations, dear Hannes. All of them relevant, especially for the 451 project....thank you! I too, think that the hanging stiffening assembly was a later addition ( after 1st round of testing the 406 package). If you notice another thing...the front leaf-springs are mounted below the axle, with hanging mounting points under the chassis rail......different! A good clue to the 451 set-up, maybe??? As for the front floor, maybe it ran full length like 805 etc?? It was to be a 2-seater, after all, at the concept's birth at the start of 1925. The 451, being a much narrower unit was (probably?) mounted centrally, so the "speed-bumps" on the bonnets would have no relevance whatsoever. The exhaust ports on both 451 examples are rectangular, whereas the 406's are circular. Maybe Codognato witnessed Bordino testing the 451 at Monza in the summer of '26??? The plot thickens.... Cheers, H
  11. harveyb258

    Fiat 806: research and scratchbuilds

    Welcome to the madness, Stephen!! I very much look forward to seeing your work!! Cheers, H
  12. harveyb258

    Fiat 806: research and scratchbuilds

    I look forward to your book review, dear Hannes. Because of my total lack of tech-knowledge, I found the translation programs (google etc) to be a pain in the posterior, tbh…. I did the page above and the 6-page chapter about the 451/ 2-stroke engine....only just finished doing it this week from when it was posted. I had to first write it down, then type into google and finally write again the translation. Yes, it was rather frustrating at times, but you learn a helluva lot more about a language, when in manual mode, so to speak, rather than just having a translation appear on your screen. I mirror your optimism regarding new info....I still think there HAS to be some more remnants of knowledge out there. Maybe Mr Montezemelo holds all the secrets; didn't HE try to build our beloved? There still remains a HUGE veil of secrecy surrounding this piece of history...Centro Storico certainly weren't as helpful (or interested tbh) as we would have hoped they would be. The "The life & times of the Fiat 806" chapter is FAR from closed imho! Cheers, H
  13. harveyb258

    Fiat 806: research and scratchbuilds

    …..and with a body to match it!! Thank you once again Nick, for your translation work! I've been doing a bit of that, too...… Hannes' post no. 4932 0n page 198.....GOLD-MINE of info., ENJOY! The supercharging device requires the relatively complex installation of several interdependent elements. -THE FUEL TANK: as for the 801,803 and 804 from 1921-22, it is installed in the rear end of the car and is easily demountable. The fuel is at atmospheric pressure. -THE FUEL SYSTEM: it's a copper pipe that connects the tank to the carburettor. _COMPRESSOR (Wittig): it's a kind of fixed fan at the front of the engine, at the end of the crankshaft and constantly drives through the latter ( therefore, not detachable, unlike the Mercedes). It sucks the air at atmospheric pressure and delivers it at a higher pressure at the carburettor, through a pipe of high section. -THE SUPERCHARGING PUMP: it is fixed in the cockpit, under the dash board and is driven by the exhaust camshaft via a flexi-shaft. It sucks the fuel from the tank to deliver under pressure to the carburettor. -THE MANUAL AUXILLIARY PUMP: attached to the supercharging pump, it is operated by hand to put the fuel under pressure when starting the engine. Once the engine is launched, it is normally no longer used. However, in case of pump failure, during the race, it is the auxiliary pump that takes over, being manually activated by the mechanic to maintain the fuel circuit pressure. -THE CHARGE PUMP AIR LINE: it is a very small diameter tube that connects the large compressed air tube to the supercharging pump. It's role is not defined. -THE FUEL PRESSURE REGULATOR: it is a button on the dashboard that the mechanic uses to adjust the fuel pressure. -THE RESERVE TANK: it is a back-up tank that takes over when the main fuel tank runs out. -THE RESERVE PUMP: when switching over to the reserve tank, this pump allows the mechanic to manually put it under pressure, to route the fuel to the carburettor and maintain a minimum to mix it with the compressed air. Cheers, H
  14. harveyb258

    55 D-Jaguar Scratch build in Ebony

    She's coming along nicely, Frank!! Keep up the good work. Cheers, H